Summary During the night of 10/11June2002, the 8m log salvage vessel BruceBrown was towing a 37m float from Barnes Bay, on Sonora Island, to Blind Bay, off Malaspina Strait. During the passage, when the BruceBrown was northwest of Powell River, B.C., the vessel took on water and sank. The two persons on board were found some distance from the tug, one had succumbed to hypothermia and the other to drowning. Ce rapport est galement disponible en franais. Other Factual Information Particulars of the Vessel Description of the Vessel The BruceBrown is a vessel less than 5gross registered tons (GRT), of open construction. The deep v-shaped hull is constructed of moulded glass-reinforced plastic. An enclosed wheelhouse is located at the vessel's mid-length with an aft-facing door to starboard, leading to the open well deck. A cuddy cabin below the forward deck is accessed from the wheelhouse, but this is not, by definition, considered as berthed accommodation. The well deck is contained by solid bulwarks approximately 0.5m in height. Immediately aft of the wheelhouse on the centre-line of the well deck is the engine compartment of plywood construction. The forward end of the engine compartment is fitted with a non-watertight transverse bulkhead that does not extend vertically to the well deck. The engine compartment extends aft and has a raised coaming above the well deck to the height of the bulwarks. Aft and to each side of the engine compartment, in the form of a 'U' between the bulwarks, is deck space approximately 0.5m wide. A 15cm diameter towing post, forward of and extending 35cm above the engine compartment, is located on the centre-line aft of the wheelhouse. The vessel's navigation equipment included a magnetic compass, a VHF radio and two depth sounders. Vessel History and Licensing Photo2. BruceBrown 2002. Note the addition of an enclosed wheelhouse, upper control station, and mast arch. In January 1968, as a vessel of closed construction, the vessel entered government service for hydrographic duties, was named Petrel, and received its licence number. The Comox Valley Marine Rescue Society acquired the Petrel in April1988, and re-named the vessel BruceBrown. On 16February1998, the licence was transferred to the owner/operator, who purchased the vessel as a project for use in his retirement. The owner/operator modified the vessel with the intention of utilizing it for commercial log salvage. These modifications included replacing the enclosed after deck with an open well deck; extending the vessel's superstructure significantly above that of its initial construction; fabricating an enclosed wheelhouse; adding a control station above the wheelhouse; and fitting a metal arch and mast for navigation lights, deck lights, and radio antennae, with a resulting air draft above 6 m. History of the Voyage The owner/operator based the BruceBrown at Westview, two miles south of Powell River, B.C. He had used the BruceBrown for two separate towing opportunities. The first, on the outward passage, towing steel dock flotation from Westview to Big Bay, on Stuart Island, followed by a return passage towing a 37m long float from Barnes Bay on Sonora Island, to Blind Bay on Nelson Island, off Malaspina Strait. The owner/operator was assisted by his son in these tasks. Figure1. Intended and actual route of the BruceBrown The BruceBrown, with the owner/operator and his son on board, departed Westview for the tow to Big Bay on June9. They arrived at Big Bay at approximately 19001 that evening, secured their tow, and spent the night aboard the BruceBrown. The route from Big Bay to Barnes Bay, where they were to pick up the next tow, was through the 4-mile-long Hole-in-the-Wall passage, where tidal currents can reach 12knots. High water slack at the west end of Hole-in-the-Wall passage, 8miles distant, was predicted to be at 0430, June10, with Barnes Bay another 3miles further. To allow for safe passage, the BruceBrown departed Big Bay at 0500. At Barnes Bay they took in tow a wooden floating dock, measuring 37mx3.1m, supported by foam flotation. This was secured with a 20mm polypropylene tow line, 42m in length. The free end of the tow line was formed into a spliced eye, which was placed over the towing post on the BruceBrown. The deck of this dock was 45cm above the water and the dock was not fitted with a boarding ladder. There was no means of access to the deck of the float for a person in the water. The BruceBrown and tow departed Barnes Bay and headed toward Blind Bay, 60miles to the southeast. Their routing took them again through Hole-in-the-Wall passage. Twenty miles into their southward passage, off Teakerne Arm, the BruceBrown met a northbound boat operated by a friend. Both vessels stopped for a few minutes to chat. The time was approximately 1600. At 1930, the BruceBrown overtook the southbound tug Regent off Hurtado Point, 11miles northwest of Westview. The master of the Regent last noticed the BruceBrown at approximately 2315, just beyond Atrevida Reef, close to shore. On June11, the pleasure craft JustCoastindiscovered a vessel 8m in length, capsized, with 1m of the bow above water off Atrevida Reef, Malaspina Strait. No persons were sighted. The operator reported this to Comox Marine Communications and Traffic Services (MCTS) at 0720. Search and Rescue Operations Upon receipt of this information, Comox MCTS advised the Joint Rescue Co-ordination Centre (JRCC) in Esquimalt, B.C., at 0726 and resources were dispatched to the scene. These included the Canadian Coast Guard (CCG) vessel Mallard, based at Westview, 6.5miles southeast; the CCG vessel CG509, based at Cortes Bay, 15miles to the northwest; and a Search and Rescue (SAR) helicopter based at Comox, 15miles to the southwest. Both surface vessels were on-scene at 0756, with the helicopter arriving at 0842. As search communications were conducted on VHF radio frequencies, others contributed information that assisted in the following: identifying the vessel, later confirmed to be the BruceBrown; identifying the crew of the vessel; determining that the vessel was bound for Big Bay, intending to use Hole-in-the Wall passage; and determining that the vessel carried a white skiff, survival suits and flares but was not equipped with an emergency position indicating radio beacon (EPIRB). At 0817, the Mallard advised the JRCC of the position of the capsized vessel by the relay of Global Positioning System coordinates. At that time, the vessel was located nine cables southeast of Atrevida Reef light (List of Lights No.477.5). Five minutes later, the Mallard reported that the vessel was the BruceBrown. At 0901, the Mallard reported to the JRCC that it had the BruceBrown in tow for Scuttle Bay. The BruceBrown was recovered by trailer from Scuttle Bay later that same day. Figure2.Locations pertaining to the search and recovery operation At 0926, the JRCC received information that the float had been spotted from the air 20minutes earlier off the Powell River mill, 4miles to the southeast of the BruceBrown. At 0939, within minutes of the JRCC receiving this information, a surface vessel assisting in the search reported locating the float and discovering a deceased person in the water. The person, later identified as the owner, was wearing a Personal Flotation Device (PFD) and was found hanging onto the float. Shortly afterward, his body was recovered by the Mallard and transferred to Emergency Health Services care ashore. At 0948, the JRCC was advised that a surface vessel assisting in the search had located the body of the deckhand in the same area, wearing a PFD. The jacket was un-zippered. This body was recovered by the Mallard and transferred to Emergency Health Services care ashore at Westview. Condition of the Vessel on Recovery The BruceBrown sustained water damage to machinery and electronics as a result of capsizing, but the hull was undamaged. The engine throttle was found in the idle position. A clock, subsequently found to be in working order at the time of the accident, had stopped at 12:12:29. A hose joint in the engine's cooling water system was observed to have failed. The BruceBrown and its tow line were not connected when discovered by SAR resources. The polypropylene tow line with its spliced eye was found intact, attached to the float. Log Salvage Licence Requirements The owner/operator of the BruceBrown first applied to the B.C. Ministry of Forests for a log salvage licence in June1970; he was issued licence LS 1600. By payment of the annual fee, this licence was kept valid until May1982. In February1995, he re-applied for his licence and, upon payment of the annual fee, was re-issued LS1600. This licence, subject to annual renewal, remained valid until May2003. The main criterion for the issue of a log salvage licence is a favourable screening by police. There are no marine-specific requirements for issuing the licence. The log salvage licence is an administrative document and not a safety assessment of the vessel. Vessel Inspection and Certification The Small Vessel Regulations, section3.(1)(c), made pursuant to the Canada Shipping Act, apply to power-driven vessels that do not exceed 15GRT, that do not carry passengers, and are neither pleasure craft nor fishing vessels. The BruceBrown was subject to the Small Vessel Regulations. Such vessels are not required to be inspected by Transport Canada. However, the Canada Shipping Actdoes require that owners ensure that such vessels comply with the provisions of the Small Vessel Regulations related to construction standards, safety, and navigation equipment requirements.2 Further, under the regulatory regime, any modifications carried out to the vessel that affect its compliance with the regulations are to be reported to Transport Canada. Crew Experience and Qualifications The owner/operator of the BruceBrown had previous small vessel experience on the B.C. coast. This included both commercial log salvage, with his log salvage licence being first issued in1970, and pleasure use. The second crew member had previous marine experience on the B.C. coast that included both pleasure use and commercial fishing. Neither crew member had received formal marine-related instruction, nor had either obtained a Transport Canada marine certificate. At the time of the accident, the crew of vessels under 15GRT, not carrying passengers, did not require Transport Canada certification. Recognizing that most marine accidents resulting in loss of life occur on small non-pleasure-use vessels, Transport Canada has developed two new Marine Emergency Duties (MED) courses; MEDA-3 and MEDA-4. The MEDA-3 course is designed for crew members on vessels under 150tons, operating not more than 20miles offshore, and passenger vessels under 150tons, with unberthed accommodations only, operating on Minor Waters and Home Trade, ClassIVvoyages. As a small commercial log salvage vessel, the BruceBrown typifies the trade that the MED A-3 course was developed for. Neither the owner/operator nor his crew member had taken MED training, nor was there a requirement for such training. Weather The weather conditions at the time of this occurrence were favourable; the winds were reported as light and the sea rippled. Navigation Lights Pursuant to the Canada Shipping Act, the Collision Regulations stipulate that the navigation lights are to be displayed when towing between sunset and sunrise, both by the towing vessel and by the tow. The BruceBrown was fitted with permanently mounted towing lights, but the tow was not equipped with lights. Marking of Vessels The Small Vessel Regulations stipulate that no person shall operate a vessel that is licenced unless that vessel is marked with its licence number in block characters not less than 75mm high and in a colour that contrasts with the background. The vessel's name and home port were marked on the transom of the BruceBrown, and the log salvage number was marked on each side above the wheelhouse; but the vessel's licence number was not displayed. This made initial positive identification of the vessel difficult. Bilge Pumping Arrangements The Construction Standards for Small Vessels (TP1332)3 indicates that there should be a means of pumping or bailing each watertight compartment when the vessel is in its operating condition. Vessels over 6m should have at least one automatic bilge pump of at least 0.91L/s (litres per second). Such vessels that have bilges that are not readily observed, should be provided with audible bilge alarms or visual indicators at the operating station to indicate: a high bilge level in a normally unattended machinery space or other space having an underwater through-hull connection, and when an automatic bilge pump is operating. In addition, where overnight sleeping accommodation is provided, the high bilge level alarms should be audible (84dBA) to persons sleeping. The BruceBrown was equipped with one electric bilge pump. This pump was rigged for manual control only. The vessel was not fitted with a bilge high level alarm, either visual or audible, nor was it required to by regulations. However, sound management practices suggest that such equipment be fitted to provide further safety. Cooling and Exhaust System The engine of the BruceBrown is cooled by means of a heat exchanger. Engine coolant is circulated within a closed system. The temperature of the engine coolant is lowered within the heat exchanger where the engine coolant is cooled by (raw) seawater. After passing through the heat exchanger, the seawater is carried through two 28.5mm-diameter, wire-reinforced rubber hoses to through-hull fittings. These fittings are above the waterline, on the starboard side of the vessel from where the seawater is discharged overboard. All hose connections were secured by hose clamps. Reportedly, the stream of these raw water discharges extended approximately 1m from the vessel's side and would, during daylight, be visible from the wheelhouse. When the engine was operating, the presence of these discharges provided a handy indication to the operator of the status of the flow of engine cooling water. After the vessel was recovered it was observed that, within the engine compartment, a hose connection on the discharge side of the raw water cooling system had failed. Radio Communications The BruceBrown was equipped with a VHF radio but had not been issued a Radio Inspection Certificate. As a non-pleasure vessel of less than 8 m, a VHF radio is not a carriage requirement of the Ship Station (Radio) Regulations, 1999. However, where such equipment is fitted, Industry Canada Radiocommunication Regulations4 require a person in charge of the radio watch to hold, as a minimum, a Restricted Operator Certificate-Maritime (ROC-M) qualification. The operator did not hold this certificate. The Vessel Traffic Services Zones Regulations require every ship engaged in towing or pushing any vessel or object, where the combined length of the ship and object towed is 45m or more, or where the length of the object under tow is 20m or more, to communicate with the MCTS. The combined length of the BruceBrown (8m), tow line (42m) and tow (37m) was 87m. By virtue of the combined length of the vessel and tow, the BruceBrown was required to communicate with the local MCTS Centre but did not. The operator had not filed a sailing plan with the MCTS but had informed family members of his intentions for this passage. A VHF radio distress message was not received, suggesting that the vessel capsized suddenly. As the vessel did not carry an EPIRB, the transmission of an electronic post-accident distress signal did not occur, and the authorities could not be promptly notified for SAR assistance. Survival in Cold Waters The operator of the BruceBrown and his son died as a result of their immersion in the sea after their vessel capsized. Both were found wearing PFDs. The operator was found, fully clothed, in the water clinging to the tow, and the cause of death was hypothermia. His son was recovered, his PFD un-zippered, adrift in the vicinity. The cause of death was drowning. Year-round sea temperatures in the area range between 7C and 10C.